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Cadillac has dropped the 2.0T from the CT6 after only a partial year in production. The new base engine is now the 3.6. Also gone is rear wheel drive as all V6 and V8 models of CT6 are built as all-wheel drive.
This move raises the base price of the CT6 from $51,490 to $56,490 for the CT6 Luxury with 335 horsepower 3.6 liter V6 and all-wheel drive.
The 2.0L Turbo (LSY) was a replacement for the older 2.0T (LTG) that originally debuted with the CT6. It produced 237 horsepower and 258 lb-ft of torque and was rated for 24 mpg city and 34 mpg highway.
The option has already been removed from Cadillac's website.
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Cadillac has dropped the 2.0T from the CT6 after only a partial year in production. The new base engine is now the 3.6. Also gone is rear wheel drive as all V6 and V8 models of CT6 are built as all-wheel drive.
This move raises the base price of the CT6 from $51,490 to $56,490 for the CT6 Luxury with 335 horsepower 3.6 liter V6 and all-wheel drive.
The 2.0L Turbo (LSY) was a replacement for the older 2.0T (LTG) that originally debuted with the CT6. It produced 237 horsepower and 258 lb-ft of torque and was rated for 24 mpg city and 34 mpg highway.
The option has already been removed from Cadillac's website.

The Buick LaCrosse and Chevrolet Volt have entered that great used car lot in the sky as of February 15th according to a GM announcement. The Cadillac CT6 and Chevrolet Impala were originally scheduled to end production in June of 2019 but have now had their production schedules extended until January 2020. GM states that the reason for the extension is to allow for continued availability of the CT6-V, Blackwing Twin-Turbo V8, and Super Cruise. The Cadillac CT6 is also built in Jinqiao, China.
GM had announced the closure of 5 plants back in November, including Hamtramck. Lordstown Ohio will be the first plant to be unallocated with production stopping March 1st. GM has stated that this restructuring would boost company cash flow by $6B by the end of 2020.

The Buick LaCrosse and Chevrolet Volt have entered that great used car lot in the sky as of February 15th according to a GM announcement. The Cadillac CT6 and Chevrolet Impala were originally scheduled to end production in June of 2019 but have now had their production schedules extended until January 2020. GM states that the reason for the extension is to allow for continued availability of the CT6-V, Blackwing Twin-Turbo V8, and Super Cruise. The Cadillac CT6 is also built in Jinqiao, China.
GM had announced the closure of 5 plants back in November, including Hamtramck. Lordstown Ohio will be the first plant to be unallocated with production stopping March 1st. GM has stated that this restructuring would boost company cash flow by $6B by the end of 2020.
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Back in November, General Motors announced that it would end production of six models in North America. One of the models listed was the Cadillac CT6 sedan. This surprised a number of people considering that the brand had only refreshed model, and announced some key improvements such as adding Super Cruise and a new twin-turbo V8 engine known as Blackwing.
But GM President Mark Reuss and Cadillac President Steve Carlisle said they are looking into various options to keep the CT6 on sale in the U.S. The two explained that model was never meant to be on the chopping with other models such as the Buick LaCrosse and Chevrolet Impala. But officials at the time did not mention those plans in the original announcement in November.
"From the very beginning, we never said that CT6 was going away, because we're very keen on launching Blackwing and Super Cruise and all those sort of things," said Carlisle on the floor of the Detroit Auto Show.
"We're working hard to find other alternatives to that. We have some time."
What are the alternatives being considered? Automotive News reports that GM may move production to another plant (ultimately depending on the negotiations with the UAW to take place later this year), or import the model from China - an idea Carlisle said "would be the least-preferred option."
Source: Automotive News (Subscription Required)
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Back in November, General Motors announced that it would end production of six models in North America. One of the models listed was the Cadillac CT6 sedan. This surprised a number of people considering that the brand had only refreshed model, and announced some key improvements such as adding Super Cruise and a new twin-turbo V8 engine known as Blackwing.
But GM President Mark Reuss and Cadillac President Steve Carlisle said they are looking into various options to keep the CT6 on sale in the U.S. The two explained that model was never meant to be on the chopping with other models such as the Buick LaCrosse and Chevrolet Impala. But officials at the time did not mention those plans in the original announcement in November.
"From the very beginning, we never said that CT6 was going away, because we're very keen on launching Blackwing and Super Cruise and all those sort of things," said Carlisle on the floor of the Detroit Auto Show.
"We're working hard to find other alternatives to that. We have some time."
What are the alternatives being considered? Automotive News reports that GM may move production to another plant (ultimately depending on the negotiations with the UAW to take place later this year), or import the model from China - an idea Carlisle said "would be the least-preferred option."
Source: Automotive News (Subscription Required)

There has been a lot of talk about Cadillac working on a three-row crossover, but no substance to this. That changed this week as spy photos of the three-row crossover, possibly named the XT6 came out.
The test mule is heavily camouflaged, but we can pull some details out. The front end looks somewhat similar to the recently launched XT4 with a large grille. Headlights appear to be off-the-shelf projector units - we're expecting different units on the production model. Around back, the tailgate design is similar to the XT5. As Car and Driver pointed out, the XT6's roofline shape is alike to the Chevrolet Traverse.
Underpinning the XT6 is expected to be the long-wheelbase version of the C1XX architecture, which also underpins the Buick Enclave and Chevrolet Traverse. No details on powertrains, but we're guessing the 3.6L V6 found in the Enclave and Traverse will be used for the Cadillac variant. This would be paired with an nine-speed automatic and the choice of front or all-wheel drive.
Everyone seems to think that the XT6 will debut at the LA Auto Show in November, with sales to begin next spring.
Source: Car and Driver, CarScoops
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There has been a lot of talk about Cadillac working on a three-row crossover, but no substance to this. That changed this week as spy photos of the three-row crossover, possibly named the XT6 came out.
The test mule is heavily camouflaged, but we can pull some details out. The front end looks somewhat similar to the recently launched XT4 with a large grille. Headlights appear to be off-the-shelf projector units - we're expecting different units on the production model. Around back, the tailgate design is similar to the XT5. As Car and Driver pointed out, the XT6's roofline shape is alike to the Chevrolet Traverse.
Underpinning the XT6 is expected to be the long-wheelbase version of the C1XX architecture, which also underpins the Buick Enclave and Chevrolet Traverse. No details on powertrains, but we're guessing the 3.6L V6 found in the Enclave and Traverse will be used for the Cadillac variant. This would be paired with an nine-speed automatic and the choice of front or all-wheel drive.
Everyone seems to think that the XT6 will debut at the LA Auto Show in November, with sales to begin next spring.
Source: Car and Driver, CarScoops

Cadillac's CT6 lineup in the U.S. will be seeing the departure of one its powertrains for 2019. GM Authority is reporting that Cadillac will be canning plug-in hybrid variant for the U.S.
"Cadillac remains committed to electrified systems for our vehicles. Although production of the CT6 PLUG-IN for North America is discontinuing for the 2019 model year, alternative fuel vehicles remain a part of our future product portfolio as we move deeper in to our 10-year plan. GM has committed to 20 electric vehicles by 2023, some of which will be Cadillacs," a spokesman told the outlet.
This is likely a recent decision, considering the model was listed in GM's VIN decoder documents. What caused Cadillac to change its mind on the CT6 Plug-In Hybrid? Most likely it comes down to tariffs as the CT6 is imported from China and gets slapped with a 25 percent tariff when it enters the U.S. market. Add in the factor that only a small number of 10,542 CT6s sold in the U.S. were the plug-in hybrid and it isn't quite surprising that the model has been axed.
Cadillac will continue selling the plug-in hybrid version of the CT6 in China.
Quick refresher on the CT6 Plug-In Hybrid: The powertrain was comprised of a turbocharged 2.0L inline-four, two electric motors, and an 18.4-kilowatt-hour lithium-ion battery pack to produce a total output of 449 horsepower. Maximum electric range stands at 31 miles.
Source: GM Authority

Cadillac's CT6 lineup in the U.S. will be seeing the departure of one its powertrains for 2019. GM Authority is reporting that Cadillac will be canning plug-in hybrid variant for the U.S.
"Cadillac remains committed to electrified systems for our vehicles. Although production of the CT6 PLUG-IN for North America is discontinuing for the 2019 model year, alternative fuel vehicles remain a part of our future product portfolio as we move deeper in to our 10-year plan. GM has committed to 20 electric vehicles by 2023, some of which will be Cadillacs," a spokesman told the outlet.
This is likely a recent decision, considering the model was listed in GM's VIN decoder documents. What caused Cadillac to change its mind on the CT6 Plug-In Hybrid? Most likely it comes down to tariffs as the CT6 is imported from China and gets slapped with a 25 percent tariff when it enters the U.S. market. Add in the factor that only a small number of 10,542 CT6s sold in the U.S. were the plug-in hybrid and it isn't quite surprising that the model has been axed.
Cadillac will continue selling the plug-in hybrid version of the CT6 in China.
Quick refresher on the CT6 Plug-In Hybrid: The powertrain was comprised of a turbocharged 2.0L inline-four, two electric motors, and an 18.4-kilowatt-hour lithium-ion battery pack to produce a total output of 449 horsepower. Maximum electric range stands at 31 miles.
Source: GM Authority
View full article

Cadillac is updating the CT6 for 2019 with revised styling including a grille inspired by the Escala concept, new headlights, and reshaped trunk lid. The interior boasts an updated infotainment system with a 10-inch 1080P touchscreen and rotary dial controller with physical shortcut buttons to most used functions. But the big news is under the hood.
Cadillac is introducing an all-new twin-turbo 4.2L V8 engine with double overhead cams. Making its debut in the all new CT6 V-Sport, the V8 produces 550 horsepower and 627 pound-feet of torque. Cadillac says this engine is a clean-sheet design, as evidence by the “hot-V” configuration - the turbochargers sit in between the cylinder banks to reduce turbo-lag and making the engine more compact. The V8 sends its power through a new 10-speed automatic to all four wheels. The engine will be hand-built at GM's Bowling Green, Kentucky's Performance Build Center.
In 2019, a lower output version of the twin-turbo V8 will become an option on the CT6, producing 500 horsepower. The only differences between the high and low-output versions are a different ECU tune and more restrictive exhaust.
Other performance goodies for the CT6 V-Sport include revised settings for the steering and Magnetic Ride Control system; limited slip differential, larger brakes, active exhaust system, summer-only performance tires, and a Track Mode setting. Exterior changes include a blacked-out grille, 20-inch wheels, "high-lumen" headlights, and integrated spoiler.
The introduction of the CT6 V-Sport also marks a change in how Cadillac organizes their trim lineup. It will become forked with Luxury trim on one side and V-Sport on the other side.
No word on when the 2019 Cadillac CT6 will arrive at dealers.
Source: Cadillac
Press Release is on Page 2
Cadillac Introduces First-Ever CT6 V-Sport
New high-performance V-Performance model
V-Sport model boasts all-new Cadillac 4.2L Twin Turbo V-8
First in a series of new Cadillac performance vehicles
Cadillac today unveiled the CT6 V-Sport, the first-ever V-Performance model of its top-of-range sedan. The introduction of the high-performance variant coincides with a makeover of the entire CT6 lineup that incorporates the newest iteration of Cadillac’s design language featured on the Escala Concept. The Cadillac V-Sport portfolio currently includes the CTS V-Sport and the XTS V-Sport.
“Cadillac V-Sport is the embodiment of our passion to deliver an exhilarating driving experience without compromises,” said Cadillac President Johan de Nysschen. “The all-new CT6 V-Sport provides the perfect balance of performance and luxurious refinement.”
The CT6 V-Sport boasts an all-new Cadillac 4.2L Twin Turbo V-8 Cadillac -estimated at 550 horsepower (410 kW) and stunning 627 lb-ft of torque (850 Nm) that elevates the CT6’s performance to a new plateau and offers drivers an unparalleled experience behind the wheel. The engine is a clean-sheet design and introduces unique design elements developed to balance performance and efficiency with compact, mass-efficient packaging.
At the center of the Cadillac Twin Turbo V8 is a “hot V” configuration that transposes the conventional layout of the cylinder heads’ intake and exhaust systems to mount the turbochargers at the top of the engine — in the valley between the heads — to virtually eliminate turbo lag and reduce the engine’s overall packaging size.
“With the introduction of the all-new CT6 V-Sport, Cadillac begins a new chapter in its performance legacy with the introduction of the brand’s first-ever twin-turbo V-8 engine,” added de Nysschen. “It is the centerpiece of the new CT6 V-Sport, an engaging sport sedan infused with DNA of Cadillac’s world-renowned and championship-winning motorsports program.”
The new Cadillac Twin Turbo V-8 is matched with a 10-speed automatic transmission. Its broad, 7.39 overall gear ratio spread enhances off-the-line performance and contributes to reduced engine speed on the highway for refinement and efficiency. Narrow steps between the gear ratios also help the engine maintain the optimal speed for maximum power at almost all vehicle speeds.
OPTIMIZED FOR PERFORMANCE
The first-ever Cadillac CT6 V-Sport includes a bold, dark front with a large V-inspired mesh grille and new horizontal LED headlamps with strong vertical signatures, making it distinctly Cadillac. Lower aero components and Gloss Black side window surround trim provide the performance sport sedan’s chiseled exterior with a dark and distinguished look. New, unique 20-inch V-Sport wheels with summer-only tires[1], lower aero components and spoiler further express the sedan’s performance capabilities.
New, summer-only performance tires developed exclusively for Cadillac V-Sport are tuned to deliver crisp response and track capable performance while retaining isolation and comfort.
Mechanical limited-slip rear differential increases traction at the limit and provides more predictable performance during spirited and track driving.
V-Sport specific suspension tuning for improved roll control, cornering capability and steering response.
A new 19-inch Brembo brake system developed specifically for the CT6 high-performance application.
Brembo monoblock, fixed-opposed, four-piston
Equipped with performance linings and air deflectors that direct air to cool the brakes during sporty, aggressive driving
Modified steering and Magnetic Ride Control damper calibrations
Exhaust system with active valves offering reduced back pressure and more sound character
Tuned for V-Sport model, with a performance oriented exhaust note
TRACK MODE, OPTIMIZED FOR PERFORMANCE
Maximized Magnetic Ride Control damper control
Re-mapped steering efforts for sportier, dynamic feedback
Track-tuned Active Rear Steer
Revised AWD torque split
Unique, track-focused stability controls
Track focused active exhaust valve calibration
“The CT6 V-Sport was developed for driving enthusiasts who want the best of both worlds: a high-performance sports sedan and a luxury car with all the comforts and technology that come with it,” said Lyndon Lie, CT6 chief engineer. “With its lightweight architecture, an all-new Cadillac Twin Turbo V-8 coupled with the tightened suspension and revised AWD torque split, we’ve enhanced the CT6 to be well-balanced and capable of all conditions.”
REFRESHED CT6 LINEUP
CT6 retains a dominant vertical light signature and adds horizontal elements to give the front end a more aggressive appearance. That inspiration continues to the back with the new rear lighting graphic, which is most visible at night.
"The V-Sport gave us the opportunity to accentuate the aggressive dynamics of the architecture," said Andrew Smith, executive director of Cadillac Design. "The CT6 is the first entry that incorporates cues for the new Sport and V-Sport model strategy, which allowed us to make the car look as powerful as it drives."
In addition to the introduction of the CT6 V-Sport, the 2019 CT6 lineup incorporates Cadillac’s new “Y” trim strategy for its models — each model will have Luxury and Sport trims with distinct personas and features. On non-V-Sport CT6 models, new horizontal high-lumen headlights and a revised taillight design refresh Cadillac’s signature lighting, inspired by the Escala Concept.
INTUITIVE TECHNOLOGIES
Led by the latest Cadillac user experience — the brand’s most advanced infotainment interface — the CT6 offers a connected environment.
The Cadillac user experience is a dynamic platform that offers a smartphone-like experience with an intuitive interface, faster response and improved voice recognition from previous generations. The system can be updated over time to meet a customer’s evolving connectivity needs. It leverages the cloud and available embedded 4G LTE connection to enable personalization, available connected navigation and news, marketplace and entertainment applications via the app store and a new rotary controller that offers users alternative ways to interact with the system.
The new controller includes volume and seek forward/back controls for the audio system; shortcut buttons for fast access to the most frequently used apps such as Audio, Phone, Navigation (if available) and Home; and a large center dial to operate primary features of the most frequently used apps, scroll menus and lists and select other apps to be displayed.
Additional CT6 technologies include:
Super Cruise, the first truly hands-free driver assistance feature for the freeway, is available (non- V-Sport only)[ii].
The 10-inch diagonal Cadillac user experience interface screen has 1080p HD resolution.
Next-generation, 5-watt wireless charging with larger charge area for better phone compatibility[iii].
Available Cloud-connected navigation provides real-time traffic and routing.
Rear-seat Infotainment has media input through USB, HDMI or Wi-Fi connection to a phone.
The second-generation Rear Camera Mirror has a new frameless design and zoom and tilt features.
The full suite of available active safety features includes Forward Collision Alert, Lane Change Alert with Side Blind Zone Alert, Lane Keep Assist with Lane Departure Warning, Rear Cross Traffic Alert, Forward/Reverse Automatic Braking, and Safety Alert Seat
Available Surround Vision provides a 360-degree camera view around the vehicle, displayed on the Cadillac user experience screen, helping the driver avoid nearby objects during low-speed maneuvering
Available industry-first Surround Vision Recorder video recording system can record front and rear views while driving, and 360 degrees of recording if the vehicle’s security system is activated.
Night Vision helps identify people and large animals via heat signatures on a display in the driver information center.
Available Automatic Parking Assist with Braking steers the vehicle and applies the brakes at idle speed to help park in parallel or perpendicular spaces while the driver follows text commands, selects gear, and overrides braking and acceleration as needed.
Available Front Pedestrian Braking provides pedestrian detection indications, alerts and automatic braking to help avoid collisions or reduce the harm caused by one.
New available Rear Pedestrian Detection alerts the driver, when in Reverse, of an imminent collision with a pedestrian by providing visual notification on rear view camera display.
Safety or driver assistance features are no substitute for the driver's responsibility to operate the vehicle in a safe manner. The driver should remain attentive to traffic, surroundings and road conditions at all times. Visibility, weather, and road conditions may affect feature performance. Read the vehicle's owner's manual for more important feature limitations and information.
Cadillac Introduces First-Ever Twin-Turbo V-8 Engine
Sophisticated, all-new 4.2L Twin Turbo V-8 is at the heart of new CT6 V-Sport’s exemplary performance
Cadillac begins a new chapter in its high-performance legacy with today’s introduction of the brand’s first-ever twin-turbo V-8 engine. It is the centerpiece of the new CT6 V-Sport, an engaging sports sedan infused with DNA of Cadillac’s world-renowned motorsports program.
Developed as a small-displacement V-8 in the classic vein and offering exceptional power density of 131 hp (98 kW) per liter, this new Cadillac-exclusive 4.2L Twin Turbo V-8 — GM estimated at 550 horsepower (410 kW) and 627 lb-ft of torque (850 Nm) — elevates the CT6’s performance to a new plateau and offers drivers an unparalleled experience behind the wheel. An optional 500-horsepower version will also be available.
“Cadillac’s performance technology reaches new heights with the new and exclusive 4.2L Twin Turbo V-8,” said Cadillac President Johan de Nysschen. “The engineering prowess embodies the very spirt of Cadillac performance on and off the racetrack.”
The new Cadillac Twin Turbo V-8 is a clean-sheet design that also introduces unique design elements developed to balance performance and efficiency with compact, mass-efficient packaging.
“Designing an all-new engine was the best way to achieve the performance goals for the CT6 V-Sport,” said Jordan Lee, 4.2L TT V-8 chief engineer. “It builds on Cadillac’s well-established turbocharging know-how and forges new ground with innovative features that deliver exceptional performance and refinement.”
At the center of the 4.2L Twin Turbo V-8 is a “hot V” configuration that transposes the conventional layout of the cylinder heads’ intake and exhaust systems to mount the turbochargers at the top of the engine — in the valley between the heads — to virtually eliminate turbo lag and reduce the engine’s overall packaging size.
In a conventional turbocharged engine, the cylinder heads receive the pressurized air charge through ports at the top of the engine and the exhaust exits through ports on the lower outside of the heads into manifolds connected to the turbochargers.
With Cadillac’s innovative hot V design, the intake-charged air enters through the lower outside of the heads and exits through the top inside — where the turbochargers are integrated with the exhaust manifolds — for quick spool-up that translates into more immediate power delivery. The design also allows closer mounting of the catalytic converters, for efficient packaging.
Additional engine highlights:
Twin-scroll turbochargers
Electronic wastegate control
Twin water-to-air charge coolers
Twin throttle bodies
Direct injection
Dual-independent camshaft phasing
Active Fuel Management (cylinder deactivation)
Variable-pressure oiling system
Stop/start technology
Each engine will be hand-built at the Performance Build Center in Bowling Green, Kentucky.
SMALL DISPLACEMENT, LARGE EFFECT
The new Cadillac Twin Turbo V-8’s foundation is an all-new, durable and lightweight aluminum cylinder block that houses an equally robust, lightweight rotating assembly composed of a forged steel crankshaft, forged steel connecting rods and high-strength aluminum pistons.
The crankshaft’s 90.2mm (3.55 inch) stroke complements the cylinder bores’ 86mm (3.39 inch) diameter to give the engine its 4.2L (255 cubic-inch) displacement.
Its comparatively small bore dimension enables the reduction in the size and weight of the pistons, optimizing the engine’s geometry to match the fast-rev capability permitted by the engine’s low-inertia, twin-scroll turbochargers. The result is exceptional responsiveness and immediacy of power across the rpm band.
The turbochargers produce up to 20 pounds of boost (1.38 bar) and are matched with electronic wastegate control for more precise boost management and more responsive torque production. In fact, 90 percent of the engine’s peak torque is available at only 2000 rpm, and it is carried through 5200 rpm for a confident, virtually bottomless power reserve.
TWIN-SCROLL TURBOCHARGERS
The turbos’ twin-scroll design broadens their performance capability, offering quicker response and greater efficiency. Rather than a single spiral chamber (scroll) feeding exhaust gas from the exhaust manifold to drive the turbine on each turbocharger, the twin-scroll design has a divided housing with two exhaust gas inlets and two nozzles to drive the turbine. Generally, one of the nozzles contributes to quicker response and boost production, while the other contributes to overall peak performance.
Each of the engine’s integrated exhaust manifolds/turbocharger housings splits the exhaust channels from the cylinder head so the exhaust flows through separate scrolls based on the engine’s exhaust pulses. When matched with precise valve timing, that separation leverages exhaust-scavenging techniques to optimize gas flow, improves turbine efficiency and reduces turbo lag.
The electronically controlled wastegates — one per turbocharger — are used for more precise management of the engine’s boost pressure and subsequent torque response for smoother, more consistent performance. They are independently controlled on each cylinder bank to balance the turbo compressors’ output, for greater boost pressure response.
WATER-TO-AIR CHARGE COOLING AND DUAL THROTTLE BODIES
An efficient water-to-air charge-cooling system contributes to the engine’s performance, enhancing the turbochargers’ effectiveness. Similar in concept to an engine’s radiator, the system’s intercoolers cool the boosted air charge before it enters the cylinders. Cooler air is denser, which means there is more oxygen in a given volume, resulting in optimal combustion and more power.
The system features a pair of heat exchangers located above the valley-mounted exhaust manifold/turbocharger housings. The turbos pump pressurized air directly through the heat exchangers and into the cylinder heads. The heat exchangers are cooled by their own coolant circuit.
The intercoolers lower the air charge temperature by more than 130 degrees F (74 C), packing the combustion chambers with cooler, denser air. Also, the system achieves more than 80 percent cooling efficiency with only about 1 psi (7 kPa) flow restriction at peak power, which contributes to fast torque production.
Before entering the combustion chambers, the cooled air charge flows through a pair of throttle bodies, one for each engine bank. Each electronically controlled throttle body has a 59mm diameter opening.
NEW 10-SPEED TRANSMISSION
The new Cadillac Twin Turbo V-8 is matched with a 10-speed automatic transmission. Its wide, 7.39 overall gear ratio spread enhances off-the-line performance and contributes to reduced engine speed on the highway, which enhances refinement and efficiency. Smaller steps between the gears also help the engine maintain the optimal speed for maximum power at almost all vehicle speeds.
ADDITIONAL TECHNOLOGIES
Direct fuel injection is used to optimize efficiency and performance. With direct injection, a higher compression ratio — 9.8:1 — is possible because of a cooling effect as the injected fuel vaporizes in the combustion chamber, reducing the charge temperature to lessen the likelihood of spark knock. A pair of engine-mounted, camshaft-driven high-pressure fuel pumps supplies fuel to the specialized injectors at 5,075 psi (350 bar), with each pump supplying fuel to one bank of the engine.
Active Fuel Management (AFM), also known as cylinder deactivation, imperceptibly shuts down half of the engine’s cylinders in certain light-load driving conditions to enhance fuel economy. Unique deactivating rocker arms are used for each of the four valves of the cylinder being deactivated.
Dual overhead camshafts and a virtually silent chain-driven valvetrain contribute to the smoothness and the high output of the Cadillac Twin Turbo V-8, while dual independent continuously variable valve timing helps deliver optimal performance and efficiency. The dual independent system, which allows the intake and exhaust valves to be phased at different rates, promotes linear delivery of torque with near-peak levels over a broad rpm range, and high specific output (horsepower per liter of displacement) without sacrificing overall engine response or drivability.
Oil jets located in the block are employed for performance and temperature control. Four jet assemblies in the engine drench the underside of the pistons and the surrounding cylinder walls with an extra layer of cooling, friction-reducing oil. The jets reduce piston temperature, allowing the engine to produce more power without reducing long-term durability.
Variable-pressure oiling system. A variable-displacement vane oil pump enhances efficiency by optimizing oil pressure as a function of engine speed. With it, the oil supply is matched to the engine load rather than the linear operation of a conventional, fixed-flow oil pump. The engine uses 10 quarts of General Motors’ dexos2 0W40 motor oil.
Stop/start technology shuts down the engine when the vehicle stops momentarily, such as at stoplights. The engine automatically restarts when the driver takes their foot off the brake. An auxiliary battery powers electric accessories such as the climate system, power windows and radio during engine restarts.
SPECIFICATIONS
ENGINE
Type:
4.2L twin-turbocharged DOHC V-8 with Active Fuel Management, direct injection and stop/start
Bore and stroke (in / mm):
3.39 x 3.55 / 86 x 90.2
Block configuration:
90-degree V-8 with five cross-bolted nodular iron main bearing caps; with provisions for jet-spray oil cooling
Block material:
A319 sand-cast aluminum with pressed-in iron liners
Crankshaft:
Forged steel
Pistons:
High-strength hypereutectic aluminum with friction-reducing polymer skirt coating
Connecting rods:
Forged steel with floating wrist pins
Cylinder heads:
Cast aluminum “hot V”-type with 36mm intake valves and 29mm sodium-filled exhaust valves
Compression ratio:
9.8:1
Valvetrain:
Dual overhead camshafts; four valves per cylinder with and dual independent valve timing
Firing order:
1-5-4-3-6-8-7-2 (1-4-6-7 with Active Fuel Management engaged)
Ignition system:
Coil-on-plug
Fuel delivery:
Direct injection with dual electronically controlled 59mm throttle bodies
Turbocharging system:
Two low-inertia twin-scroll turbochargers with electronically controlled wastegates and water-to-air intercooling
Max boost:
20 psi (1.38 bar / 138 kPa)
Horsepower (hp / kW @ rpm):
550 / 410 @ 5700 (CT6 V-Sport) – est.
500 / 373 @ 5000-5200 (CT6) – est.
Torque
(lb.-ft. / Nm):
627 / 850 @ 3200-4000 (CT6 V-Sport) – est.
553 / 750 @ 2600-4600 (CT6) – est.
TRANSMISSION
Type:
Hydra-Matic 10L90 ten-speed electronically controlled automatic
Gear ratios (:1)
4.696 – 1st
2.985 – 2nd
2.146 – 3rd
1.769 – 4th
1.520 – 5th
1.275 – 6th
1.000 – 7th
0.854 – 8th
0.689 – 9th
0.636 – 10th
4.866 – Reverse

Cadillac is updating the CT6 for 2019 with revised styling including a grille inspired by the Escala concept, new headlights, and reshaped trunk lid. The interior boasts an updated infotainment system with a 10-inch 1080P touchscreen and rotary dial controller with physical shortcut buttons to most used functions. But the big news is under the hood.
Cadillac is introducing an all-new twin-turbo 4.2L V8 engine with double overhead cams. Making its debut in the all new CT6 V-Sport, the V8 produces 550 horsepower and 627 pound-feet of torque. Cadillac says this engine is a clean-sheet design, as evidence by the “hot-V” configuration - the turbochargers sit in between the cylinder banks to reduce turbo-lag and making the engine more compact. The V8 sends its power through a new 10-speed automatic to all four wheels. The engine will be hand-built at GM's Bowling Green, Kentucky's Performance Build Center.
In 2019, a lower output version of the twin-turbo V8 will become an option on the CT6, producing 500 horsepower. The only differences between the high and low-output versions are a different ECU tune and more restrictive exhaust.
Other performance goodies for the CT6 V-Sport include revised settings for the steering and Magnetic Ride Control system; limited slip differential, larger brakes, active exhaust system, summer-only performance tires, and a Track Mode setting. Exterior changes include a blacked-out grille, 20-inch wheels, "high-lumen" headlights, and integrated spoiler.
The introduction of the CT6 V-Sport also marks a change in how Cadillac organizes their trim lineup. It will become forked with Luxury trim on one side and V-Sport on the other side.
No word on when the 2019 Cadillac CT6 will arrive at dealers.
Source: Cadillac
Press Release is on Page 2
Cadillac Introduces First-Ever CT6 V-Sport
New high-performance V-Performance model
V-Sport model boasts all-new Cadillac 4.2L Twin Turbo V-8
First in a series of new Cadillac performance vehicles
Cadillac today unveiled the CT6 V-Sport, the first-ever V-Performance model of its top-of-range sedan. The introduction of the high-performance variant coincides with a makeover of the entire CT6 lineup that incorporates the newest iteration of Cadillac’s design language featured on the Escala Concept. The Cadillac V-Sport portfolio currently includes the CTS V-Sport and the XTS V-Sport.
“Cadillac V-Sport is the embodiment of our passion to deliver an exhilarating driving experience without compromises,” said Cadillac President Johan de Nysschen. “The all-new CT6 V-Sport provides the perfect balance of performance and luxurious refinement.”
The CT6 V-Sport boasts an all-new Cadillac 4.2L Twin Turbo V-8 Cadillac -estimated at 550 horsepower (410 kW) and stunning 627 lb-ft of torque (850 Nm) that elevates the CT6’s performance to a new plateau and offers drivers an unparalleled experience behind the wheel. The engine is a clean-sheet design and introduces unique design elements developed to balance performance and efficiency with compact, mass-efficient packaging.
At the center of the Cadillac Twin Turbo V8 is a “hot V” configuration that transposes the conventional layout of the cylinder heads’ intake and exhaust systems to mount the turbochargers at the top of the engine — in the valley between the heads — to virtually eliminate turbo lag and reduce the engine’s overall packaging size.
“With the introduction of the all-new CT6 V-Sport, Cadillac begins a new chapter in its performance legacy with the introduction of the brand’s first-ever twin-turbo V-8 engine,” added de Nysschen. “It is the centerpiece of the new CT6 V-Sport, an engaging sport sedan infused with DNA of Cadillac’s world-renowned and championship-winning motorsports program.”
The new Cadillac Twin Turbo V-8 is matched with a 10-speed automatic transmission. Its broad, 7.39 overall gear ratio spread enhances off-the-line performance and contributes to reduced engine speed on the highway for refinement and efficiency. Narrow steps between the gear ratios also help the engine maintain the optimal speed for maximum power at almost all vehicle speeds.
OPTIMIZED FOR PERFORMANCE
The first-ever Cadillac CT6 V-Sport includes a bold, dark front with a large V-inspired mesh grille and new horizontal LED headlamps with strong vertical signatures, making it distinctly Cadillac. Lower aero components and Gloss Black side window surround trim provide the performance sport sedan’s chiseled exterior with a dark and distinguished look. New, unique 20-inch V-Sport wheels with summer-only tires[1], lower aero components and spoiler further express the sedan’s performance capabilities.
New, summer-only performance tires developed exclusively for Cadillac V-Sport are tuned to deliver crisp response and track capable performance while retaining isolation and comfort.
Mechanical limited-slip rear differential increases traction at the limit and provides more predictable performance during spirited and track driving.
V-Sport specific suspension tuning for improved roll control, cornering capability and steering response.
A new 19-inch Brembo brake system developed specifically for the CT6 high-performance application.
Brembo monoblock, fixed-opposed, four-piston
Equipped with performance linings and air deflectors that direct air to cool the brakes during sporty, aggressive driving
Modified steering and Magnetic Ride Control damper calibrations
Exhaust system with active valves offering reduced back pressure and more sound character
Tuned for V-Sport model, with a performance oriented exhaust note
TRACK MODE, OPTIMIZED FOR PERFORMANCE
Maximized Magnetic Ride Control damper control
Re-mapped steering efforts for sportier, dynamic feedback
Track-tuned Active Rear Steer
Revised AWD torque split
Unique, track-focused stability controls
Track focused active exhaust valve calibration
“The CT6 V-Sport was developed for driving enthusiasts who want the best of both worlds: a high-performance sports sedan and a luxury car with all the comforts and technology that come with it,” said Lyndon Lie, CT6 chief engineer. “With its lightweight architecture, an all-new Cadillac Twin Turbo V-8 coupled with the tightened suspension and revised AWD torque split, we’ve enhanced the CT6 to be well-balanced and capable of all conditions.”
REFRESHED CT6 LINEUP
CT6 retains a dominant vertical light signature and adds horizontal elements to give the front end a more aggressive appearance. That inspiration continues to the back with the new rear lighting graphic, which is most visible at night.
"The V-Sport gave us the opportunity to accentuate the aggressive dynamics of the architecture," said Andrew Smith, executive director of Cadillac Design. "The CT6 is the first entry that incorporates cues for the new Sport and V-Sport model strategy, which allowed us to make the car look as powerful as it drives."
In addition to the introduction of the CT6 V-Sport, the 2019 CT6 lineup incorporates Cadillac’s new “Y” trim strategy for its models — each model will have Luxury and Sport trims with distinct personas and features. On non-V-Sport CT6 models, new horizontal high-lumen headlights and a revised taillight design refresh Cadillac’s signature lighting, inspired by the Escala Concept.
INTUITIVE TECHNOLOGIES
Led by the latest Cadillac user experience — the brand’s most advanced infotainment interface — the CT6 offers a connected environment.
The Cadillac user experience is a dynamic platform that offers a smartphone-like experience with an intuitive interface, faster response and improved voice recognition from previous generations. The system can be updated over time to meet a customer’s evolving connectivity needs. It leverages the cloud and available embedded 4G LTE connection to enable personalization, available connected navigation and news, marketplace and entertainment applications via the app store and a new rotary controller that offers users alternative ways to interact with the system.
The new controller includes volume and seek forward/back controls for the audio system; shortcut buttons for fast access to the most frequently used apps such as Audio, Phone, Navigation (if available) and Home; and a large center dial to operate primary features of the most frequently used apps, scroll menus and lists and select other apps to be displayed.
Additional CT6 technologies include:
Super Cruise, the first truly hands-free driver assistance feature for the freeway, is available (non- V-Sport only)[ii].
The 10-inch diagonal Cadillac user experience interface screen has 1080p HD resolution.
Next-generation, 5-watt wireless charging with larger charge area for better phone compatibility[iii].
Available Cloud-connected navigation provides real-time traffic and routing.
Rear-seat Infotainment has media input through USB, HDMI or Wi-Fi connection to a phone.
The second-generation Rear Camera Mirror has a new frameless design and zoom and tilt features.
The full suite of available active safety features includes Forward Collision Alert, Lane Change Alert with Side Blind Zone Alert, Lane Keep Assist with Lane Departure Warning, Rear Cross Traffic Alert, Forward/Reverse Automatic Braking, and Safety Alert Seat
Available Surround Vision provides a 360-degree camera view around the vehicle, displayed on the Cadillac user experience screen, helping the driver avoid nearby objects during low-speed maneuvering
Available industry-first Surround Vision Recorder video recording system can record front and rear views while driving, and 360 degrees of recording if the vehicle’s security system is activated.
Night Vision helps identify people and large animals via heat signatures on a display in the driver information center.
Available Automatic Parking Assist with Braking steers the vehicle and applies the brakes at idle speed to help park in parallel or perpendicular spaces while the driver follows text commands, selects gear, and overrides braking and acceleration as needed.
Available Front Pedestrian Braking provides pedestrian detection indications, alerts and automatic braking to help avoid collisions or reduce the harm caused by one.
New available Rear Pedestrian Detection alerts the driver, when in Reverse, of an imminent collision with a pedestrian by providing visual notification on rear view camera display.
Safety or driver assistance features are no substitute for the driver's responsibility to operate the vehicle in a safe manner. The driver should remain attentive to traffic, surroundings and road conditions at all times. Visibility, weather, and road conditions may affect feature performance. Read the vehicle's owner's manual for more important feature limitations and information.
Cadillac Introduces First-Ever Twin-Turbo V-8 Engine
Sophisticated, all-new 4.2L Twin Turbo V-8 is at the heart of new CT6 V-Sport’s exemplary performance
Cadillac begins a new chapter in its high-performance legacy with today’s introduction of the brand’s first-ever twin-turbo V-8 engine. It is the centerpiece of the new CT6 V-Sport, an engaging sports sedan infused with DNA of Cadillac’s world-renowned motorsports program.
Developed as a small-displacement V-8 in the classic vein and offering exceptional power density of 131 hp (98 kW) per liter, this new Cadillac-exclusive 4.2L Twin Turbo V-8 — GM estimated at 550 horsepower (410 kW) and 627 lb-ft of torque (850 Nm) — elevates the CT6’s performance to a new plateau and offers drivers an unparalleled experience behind the wheel. An optional 500-horsepower version will also be available.
“Cadillac’s performance technology reaches new heights with the new and exclusive 4.2L Twin Turbo V-8,” said Cadillac President Johan de Nysschen. “The engineering prowess embodies the very spirt of Cadillac performance on and off the racetrack.”
The new Cadillac Twin Turbo V-8 is a clean-sheet design that also introduces unique design elements developed to balance performance and efficiency with compact, mass-efficient packaging.
“Designing an all-new engine was the best way to achieve the performance goals for the CT6 V-Sport,” said Jordan Lee, 4.2L TT V-8 chief engineer. “It builds on Cadillac’s well-established turbocharging know-how and forges new ground with innovative features that deliver exceptional performance and refinement.”
At the center of the 4.2L Twin Turbo V-8 is a “hot V” configuration that transposes the conventional layout of the cylinder heads’ intake and exhaust systems to mount the turbochargers at the top of the engine — in the valley between the heads — to virtually eliminate turbo lag and reduce the engine’s overall packaging size.
In a conventional turbocharged engine, the cylinder heads receive the pressurized air charge through ports at the top of the engine and the exhaust exits through ports on the lower outside of the heads into manifolds connected to the turbochargers.
With Cadillac’s innovative hot V design, the intake-charged air enters through the lower outside of the heads and exits through the top inside — where the turbochargers are integrated with the exhaust manifolds — for quick spool-up that translates into more immediate power delivery. The design also allows closer mounting of the catalytic converters, for efficient packaging.
Additional engine highlights:
Twin-scroll turbochargers
Electronic wastegate control
Twin water-to-air charge coolers
Twin throttle bodies
Direct injection
Dual-independent camshaft phasing
Active Fuel Management (cylinder deactivation)
Variable-pressure oiling system
Stop/start technology
Each engine will be hand-built at the Performance Build Center in Bowling Green, Kentucky.
SMALL DISPLACEMENT, LARGE EFFECT
The new Cadillac Twin Turbo V-8’s foundation is an all-new, durable and lightweight aluminum cylinder block that houses an equally robust, lightweight rotating assembly composed of a forged steel crankshaft, forged steel connecting rods and high-strength aluminum pistons.
The crankshaft’s 90.2mm (3.55 inch) stroke complements the cylinder bores’ 86mm (3.39 inch) diameter to give the engine its 4.2L (255 cubic-inch) displacement.
Its comparatively small bore dimension enables the reduction in the size and weight of the pistons, optimizing the engine’s geometry to match the fast-rev capability permitted by the engine’s low-inertia, twin-scroll turbochargers. The result is exceptional responsiveness and immediacy of power across the rpm band.
The turbochargers produce up to 20 pounds of boost (1.38 bar) and are matched with electronic wastegate control for more precise boost management and more responsive torque production. In fact, 90 percent of the engine’s peak torque is available at only 2000 rpm, and it is carried through 5200 rpm for a confident, virtually bottomless power reserve.
TWIN-SCROLL TURBOCHARGERS
The turbos’ twin-scroll design broadens their performance capability, offering quicker response and greater efficiency. Rather than a single spiral chamber (scroll) feeding exhaust gas from the exhaust manifold to drive the turbine on each turbocharger, the twin-scroll design has a divided housing with two exhaust gas inlets and two nozzles to drive the turbine. Generally, one of the nozzles contributes to quicker response and boost production, while the other contributes to overall peak performance.
Each of the engine’s integrated exhaust manifolds/turbocharger housings splits the exhaust channels from the cylinder head so the exhaust flows through separate scrolls based on the engine’s exhaust pulses. When matched with precise valve timing, that separation leverages exhaust-scavenging techniques to optimize gas flow, improves turbine efficiency and reduces turbo lag.
The electronically controlled wastegates — one per turbocharger — are used for more precise management of the engine’s boost pressure and subsequent torque response for smoother, more consistent performance. They are independently controlled on each cylinder bank to balance the turbo compressors’ output, for greater boost pressure response.
WATER-TO-AIR CHARGE COOLING AND DUAL THROTTLE BODIES
An efficient water-to-air charge-cooling system contributes to the engine’s performance, enhancing the turbochargers’ effectiveness. Similar in concept to an engine’s radiator, the system’s intercoolers cool the boosted air charge before it enters the cylinders. Cooler air is denser, which means there is more oxygen in a given volume, resulting in optimal combustion and more power.
The system features a pair of heat exchangers located above the valley-mounted exhaust manifold/turbocharger housings. The turbos pump pressurized air directly through the heat exchangers and into the cylinder heads. The heat exchangers are cooled by their own coolant circuit.
The intercoolers lower the air charge temperature by more than 130 degrees F (74 C), packing the combustion chambers with cooler, denser air. Also, the system achieves more than 80 percent cooling efficiency with only about 1 psi (7 kPa) flow restriction at peak power, which contributes to fast torque production.
Before entering the combustion chambers, the cooled air charge flows through a pair of throttle bodies, one for each engine bank. Each electronically controlled throttle body has a 59mm diameter opening.
NEW 10-SPEED TRANSMISSION
The new Cadillac Twin Turbo V-8 is matched with a 10-speed automatic transmission. Its wide, 7.39 overall gear ratio spread enhances off-the-line performance and contributes to reduced engine speed on the highway, which enhances refinement and efficiency. Smaller steps between the gears also help the engine maintain the optimal speed for maximum power at almost all vehicle speeds.
ADDITIONAL TECHNOLOGIES
Direct fuel injection is used to optimize efficiency and performance. With direct injection, a higher compression ratio — 9.8:1 — is possible because of a cooling effect as the injected fuel vaporizes in the combustion chamber, reducing the charge temperature to lessen the likelihood of spark knock. A pair of engine-mounted, camshaft-driven high-pressure fuel pumps supplies fuel to the specialized injectors at 5,075 psi (350 bar), with each pump supplying fuel to one bank of the engine.
Active Fuel Management (AFM), also known as cylinder deactivation, imperceptibly shuts down half of the engine’s cylinders in certain light-load driving conditions to enhance fuel economy. Unique deactivating rocker arms are used for each of the four valves of the cylinder being deactivated.
Dual overhead camshafts and a virtually silent chain-driven valvetrain contribute to the smoothness and the high output of the Cadillac Twin Turbo V-8, while dual independent continuously variable valve timing helps deliver optimal performance and efficiency. The dual independent system, which allows the intake and exhaust valves to be phased at different rates, promotes linear delivery of torque with near-peak levels over a broad rpm range, and high specific output (horsepower per liter of displacement) without sacrificing overall engine response or drivability.
Oil jets located in the block are employed for performance and temperature control. Four jet assemblies in the engine drench the underside of the pistons and the surrounding cylinder walls with an extra layer of cooling, friction-reducing oil. The jets reduce piston temperature, allowing the engine to produce more power without reducing long-term durability.
Variable-pressure oiling system. A variable-displacement vane oil pump enhances efficiency by optimizing oil pressure as a function of engine speed. With it, the oil supply is matched to the engine load rather than the linear operation of a conventional, fixed-flow oil pump. The engine uses 10 quarts of General Motors’ dexos2 0W40 motor oil.
Stop/start technology shuts down the engine when the vehicle stops momentarily, such as at stoplights. The engine automatically restarts when the driver takes their foot off the brake. An auxiliary battery powers electric accessories such as the climate system, power windows and radio during engine restarts.
SPECIFICATIONS
ENGINE
Type:
4.2L twin-turbocharged DOHC V-8 with Active Fuel Management, direct injection and stop/start
Bore and stroke (in / mm):
3.39 x 3.55 / 86 x 90.2
Block configuration:
90-degree V-8 with five cross-bolted nodular iron main bearing caps; with provisions for jet-spray oil cooling
Block material:
A319 sand-cast aluminum with pressed-in iron liners
Crankshaft:
Forged steel
Pistons:
High-strength hypereutectic aluminum with friction-reducing polymer skirt coating
Connecting rods:
Forged steel with floating wrist pins
Cylinder heads:
Cast aluminum “hot V”-type with 36mm intake valves and 29mm sodium-filled exhaust valves
Compression ratio:
9.8:1
Valvetrain:
Dual overhead camshafts; four valves per cylinder with and dual independent valve timing
Firing order:
1-5-4-3-6-8-7-2 (1-4-6-7 with Active Fuel Management engaged)
Ignition system:
Coil-on-plug
Fuel delivery:
Direct injection with dual electronically controlled 59mm throttle bodies
Turbocharging system:
Two low-inertia twin-scroll turbochargers with electronically controlled wastegates and water-to-air intercooling
Max boost:
20 psi (1.38 bar / 138 kPa)
Horsepower (hp / kW @ rpm):
550 / 410 @ 5700 (CT6 V-Sport) – est.
500 / 373 @ 5000-5200 (CT6) – est.
Torque
(lb.-ft. / Nm):
627 / 850 @ 3200-4000 (CT6 V-Sport) – est.
553 / 750 @ 2600-4600 (CT6) – est.
TRANSMISSION
Type:
Hydra-Matic 10L90 ten-speed electronically controlled automatic
Gear ratios (:1)
4.696 – 1st
2.985 – 2nd
2.146 – 3rd
1.769 – 4th
1.520 – 5th
1.275 – 6th
1.000 – 7th
0.854 – 8th
0.689 – 9th
0.636 – 10th
4.866 – Reverse
View full article

We know that Cadillac is planning to shrink down the car lineup with the ATS, CTS, and XTS being replaced by the CT5 in 2019. But there are some other changes afoot for Cadillac's car lineup for 2019 according to GM's VIN Decoder document.
The Truth About Cars reports that the ATS and ATS-V Coupe will be sticking around for the 2019 model year. Powertrains and the choice of rear- or all-wheel drive will carry over. It is unclear what transmissions will be offered. Meanwhile, the 2.0L turbo engine for the CT6 will be dropped. The 3.6L will now become the base engine. All models except the for CT6 Plug-In Hybrid will have AWD as standard equipment.
Cadillac declined to comment when asked about the changes by TTAC.
Source: The Truth About Cars
Pic Credit: William Maley for Cheers and Gears

We know that Cadillac is planning to shrink down the car lineup with the ATS, CTS, and XTS being replaced by the CT5 in 2019. But there are some other changes afoot for Cadillac's car lineup for 2019 according to GM's VIN Decoder document.
The Truth About Cars reports that the ATS and ATS-V Coupe will be sticking around for the 2019 model year. Powertrains and the choice of rear- or all-wheel drive will carry over. It is unclear what transmissions will be offered. Meanwhile, the 2.0L turbo engine for the CT6 will be dropped. The 3.6L will now become the base engine. All models except the for CT6 Plug-In Hybrid will have AWD as standard equipment.
Cadillac declined to comment when asked about the changes by TTAC.
Source: The Truth About Cars
Pic Credit: William Maley for Cheers and Gears
View full article

Cadillac has said that elements of the Escala concept that was shown last year would be showing up on future models. Thanks to a spy photographer, we have our first look at what elements will be popping up.
A camouflaged CT6 mule was caught driving out on some European roads and we can make out some key details. For one, the grille and badge seem to match up with the Escala concept. We can't say for certain as the grille outline is covered up. It appears the headlights are more horizontal and smaller than the ones found on the current CT6.
Expect to see the updated CT6 next year as a 2019 model.
Source: Autoblog, Motor Authority
View full article

Cadillac has said that elements of the Escala concept that was shown last year would be showing up on future models. Thanks to a spy photographer, we have our first look at what elements will be popping up.
A camouflaged CT6 mule was caught driving out on some European roads and we can make out some key details. For one, the grille and badge seem to match up with the Escala concept. We can't say for certain as the grille outline is covered up. It appears the headlights are more horizontal and smaller than the ones found on the current CT6.
Expect to see the updated CT6 next year as a 2019 model.
Source: Autoblog, Motor Authority

There has been a common theme for most of the Cadillac vehicles I have reviewed over the past few years. They are always so close to being up there with the best, but there is one thing or trait that knocks them down. Such examples include interior appointments that don’t match up with the price being asked, confusing infotainment systems, and engines that don’t quite match up with the image being portrayed. This was floating around in the back of my head when a 2017 Cadillac CT6 Platinum rolled up onto my driveway. This is an important model for Cadillac as it is taking on the likes of the BMW 7-Series and Mercedes-Benz S-Class. The little things can make or break a sedan in the class.
Seeing the Cadillac CT6 for the first time at Detroit Auto Show a few years ago, I wasn’t too impressed. The toned-down Art & Science design made me feel that the CT6 blended in with other luxury sedans. But after spending a bit of time with this CT6, I grew to like the design. Yes, the design language has lost some edge found on other Cadillacs, but there is still some sharpness with hard angles and bold lines. The Platinum adds some touches that really bring out the CT6’s shape. A chrome grille helps give the model a more imposing front end and a set of optional 20-inch wheels finished in ‘Midnight Silver’ do an excellent job of filling in the wheel wells.
If there has been a consistent weak point to Cadillac’s recent models, it has to be interior. On first glance, it seems they have it nailed down with a modern design and quality materials. But when you sit inside and begin to take a closer look, that illusion begins to go away. A fair amount of the materials used doesn't quite match up the luxury aura being presented such as the sheet piano black trim used for touch-sensitive controls on a number of Cadillac models. But the brand is improving as we noted in our XT5 review, and the CT6 is much the same. There is a noticeable step-up in terms of materials such as fine leather, carbon fiber accents, and wood trim. This comes wrapped in a handsomely-designed dashboard. There are some areas Cadillac still needs to do some work on such as the plasticity controls for the climate control system.
The front seats are a treat to sit in thanks to the right amount of cushioning and support. The Platinum trim gets 20-way power seats for both the driver and passenger to help dial in the right position. Those sitting in the back will be pleased to find generous head and legroom. As added bonus, you can order heated and ventilated seats, power adjustments, and a rear entertainment system to make the back more luxurious. The only downside to sitting in the back is that the CT6 isn’t long enough to take full advantage of the power adjustments. I felt somewhat cramped when I had the back seat fully reclined and my legs touching the back of the front seat. A few more inches in the wheelbase would fix this issue.
Cadillac’s CUE system has undergone some changes for the CT6. Most of the touch-sensitive buttons have either been dropped or replaced with actual, physical buttons. Being able to press a button or flick a switch to change a setting is a welcome change and less frustrating than the touch-sensitive controls. It would have been nice if Cadillac swapped the touch-sensitive volume strip for an actual knob, but at least you can adjust it via the steering wheel controls. Cadillac also added a touchpad controller (think Lexus’ Remote Touch system) for CUE. It is a nice idea on paper, but the execution shows Cadillac needs to do a bit more work. The touchpad is hypersensitive and tends to overshoot from where you want the cursor. You’re better off using the touchscreen. As for CUE itself, the system comes with a faster processor, some tweaks to the interface, and Apple CarPlay and Android Auto compatibility. These changes make CUE less frustrating to use on a daily basis.
There are three engines on offer for the CT6. The base is a turbocharged 2.0L four-cylinder, followed by a 3.6L V6. Our Platinum tester featured the big dog; a twin-turbo 3.0L V6 offering 404 horsepower and 400 pound-feet of torque (@ 2,500 - 5,100 rpm) Power goes to all four wheels via an eight-speed automatic. Performance for the twin-turbo six may not have same exuberance as V8s found in competitors, but it isn’t a slouch. This engine rockets the CT6 at a surprising rate of speed. Those who have timed the vehicle say it will hit 60 mph in around five seconds and we would believe it. Torque is abundant throughout rev range, meaning you should have no issue trying to merge on the freeway or make a pass. The eight-speed automatic has the right characteristics you want in a flagship sedan, smooth and unobtrusive shifts.
EPA fuel economy figures for the CT6 3.0TT stand at 18 City/26 Highway/21 Combined. Our average for the week landed around 22 mpg in mostly city driving.
Describing a sedan that measures 204 inches in overall length as ‘agile’ seems very disingenuous. But the CT6 is that. Drive it around a turn and the CT6 feels like a smaller sedan with nimble manners and well-controlled body motions. Some credit has to go Active Chassis package that comes standard on the Platinum and comes with the excellent Magnetic Ride Control system and rear-wheel steering.
But most buyers who tend to buy a sedan of this caliber don’t really care about handling. Ride quality is king here and that’s where the CT6 begins to falter. When equipped with the Magnetic Ride Control system, the ride is just a touch too firm. You will feel more bumps in this than some of the CT6’s competition. It would be nice if Cadillac could offer an air suspension for those who want comfort. On the upside, road and wind noise are kept to near silent levels.
It seems somewhat surprising to call the CT6 Platinum a great value, but it actually is. The Platinum 3.0TT begins at $87,495 and our test car with a few options (20-inch wheels, white paint, and spoiler) comes in at $91,580. Considering you have to spend a fair amount more on competitors to match the level of equipment on offer, the CT6 Platinum is quite the steal.
Most of Cadillac’s vehicles have fallen into the cliche of ‘being so close, yet so far’ due to some odd or boneheaded decision. But the CT6 is the first Cadillac that has avoided this. It feels like Cadillac is starting to feel comfortable in this new identity that it has been putting out there since the mid-2000s, a legitimate competitor to the Germans. The CT6 stands out for a number of reasons; excellent driving dynamics, impressive interior, punchy V6, and being quite the value. There are some niggling issues such as a firm ride and questionable materials, but these can and should be addressed down the road. Whether the CT6 can draw people away from the usual suspects remains to be seen.
If Cadillac can take what they have learned from the CT6 and implement them into future models, then we can say something that hasn’t been used in a long time, ‘Standard of the World’.
Disclaimer: Cadillac Provided the CT6, Insurance, and One Tank of Gas
Year: 2017
Make: Cadillac
Model: CT6
Trim: Platinum
Engine: Twin-Turbo 3.0L DI DOHC with VVT V6
Driveline: Eight-Speed Automatic, All-Wheel Drive
Horsepower @ RPM: 404 @ 5,700
Torque @ RPM: 400 @ 2,500 - 5,100
Fuel Economy: City/Highway/Combined - 18/26/21
Curb Weight: 4,085 lbs
Location of Manufacture: Detroit, MI
Base Price: $87,495
As Tested Price: $91,580 (Includes $995.00 Destination Charge)
Options:
20" Midnight Silver Wheels - $2,095.00
Crystal White Tricoat - $500.00
Spoiler Kit - $495.00

There has been a common theme for most of the Cadillac vehicles I have reviewed over the past few years. They are always so close to being up there with the best, but there is one thing or trait that knocks them down. Such examples include interior appointments that don’t match up with the price being asked, confusing infotainment systems, and engines that don’t quite match up with the image being portrayed. This was floating around in the back of my head when a 2017 Cadillac CT6 Platinum rolled up onto my driveway. This is an important model for Cadillac as it is taking on the likes of the BMW 7-Series and Mercedes-Benz S-Class. The little things can make or break a sedan in the class.
Seeing the Cadillac CT6 for the first time at Detroit Auto Show a few years ago, I wasn’t too impressed. The toned-down Art & Science design made me feel that the CT6 blended in with other luxury sedans. But after spending a bit of time with this CT6, I grew to like the design. Yes, the design language has lost some edge found on other Cadillacs, but there is still some sharpness with hard angles and bold lines. The Platinum adds some touches that really bring out the CT6’s shape. A chrome grille helps give the model a more imposing front end and a set of optional 20-inch wheels finished in ‘Midnight Silver’ do an excellent job of filling in the wheel wells.
If there has been a consistent weak point to Cadillac’s recent models, it has to be interior. On first glance, it seems they have it nailed down with a modern design and quality materials. But when you sit inside and begin to take a closer look, that illusion begins to go away. A fair amount of the materials used doesn't quite match up the luxury aura being presented such as the sheet piano black trim used for touch-sensitive controls on a number of Cadillac models. But the brand is improving as we noted in our XT5 review, and the CT6 is much the same. There is a noticeable step-up in terms of materials such as fine leather, carbon fiber accents, and wood trim. This comes wrapped in a handsomely-designed dashboard. There are some areas Cadillac still needs to do some work on such as the plasticity controls for the climate control system.
The front seats are a treat to sit in thanks to the right amount of cushioning and support. The Platinum trim gets 20-way power seats for both the driver and passenger to help dial in the right position. Those sitting in the back will be pleased to find generous head and legroom. As added bonus, you can order heated and ventilated seats, power adjustments, and a rear entertainment system to make the back more luxurious. The only downside to sitting in the back is that the CT6 isn’t long enough to take full advantage of the power adjustments. I felt somewhat cramped when I had the back seat fully reclined and my legs touching the back of the front seat. A few more inches in the wheelbase would fix this issue.
Cadillac’s CUE system has undergone some changes for the CT6. Most of the touch-sensitive buttons have either been dropped or replaced with actual, physical buttons. Being able to press a button or flick a switch to change a setting is a welcome change and less frustrating than the touch-sensitive controls. It would have been nice if Cadillac swapped the touch-sensitive volume strip for an actual knob, but at least you can adjust it via the steering wheel controls. Cadillac also added a touchpad controller (think Lexus’ Remote Touch system) for CUE. It is a nice idea on paper, but the execution shows Cadillac needs to do a bit more work. The touchpad is hypersensitive and tends to overshoot from where you want the cursor. You’re better off using the touchscreen. As for CUE itself, the system comes with a faster processor, some tweaks to the interface, and Apple CarPlay and Android Auto compatibility. These changes make CUE less frustrating to use on a daily basis.
There are three engines on offer for the CT6. The base is a turbocharged 2.0L four-cylinder, followed by a 3.6L V6. Our Platinum tester featured the big dog; a twin-turbo 3.0L V6 offering 404 horsepower and 400 pound-feet of torque (@ 2,500 - 5,100 rpm) Power goes to all four wheels via an eight-speed automatic. Performance for the twin-turbo six may not have same exuberance as V8s found in competitors, but it isn’t a slouch. This engine rockets the CT6 at a surprising rate of speed. Those who have timed the vehicle say it will hit 60 mph in around five seconds and we would believe it. Torque is abundant throughout rev range, meaning you should have no issue trying to merge on the freeway or make a pass. The eight-speed automatic has the right characteristics you want in a flagship sedan, smooth and unobtrusive shifts.
EPA fuel economy figures for the CT6 3.0TT stand at 18 City/26 Highway/21 Combined. Our average for the week landed around 22 mpg in mostly city driving.
Describing a sedan that measures 204 inches in overall length as ‘agile’ seems very disingenuous. But the CT6 is that. Drive it around a turn and the CT6 feels like a smaller sedan with nimble manners and well-controlled body motions. Some credit has to go Active Chassis package that comes standard on the Platinum and comes with the excellent Magnetic Ride Control system and rear-wheel steering.
But most buyers who tend to buy a sedan of this caliber don’t really care about handling. Ride quality is king here and that’s where the CT6 begins to falter. When equipped with the Magnetic Ride Control system, the ride is just a touch too firm. You will feel more bumps in this than some of the CT6’s competition. It would be nice if Cadillac could offer an air suspension for those who want comfort. On the upside, road and wind noise are kept to near silent levels.
It seems somewhat surprising to call the CT6 Platinum a great value, but it actually is. The Platinum 3.0TT begins at $87,495 and our test car with a few options (20-inch wheels, white paint, and spoiler) comes in at $91,580. Considering you have to spend a fair amount more on competitors to match the level of equipment on offer, the CT6 Platinum is quite the steal.
Most of Cadillac’s vehicles have fallen into the cliche of ‘being so close, yet so far’ due to some odd or boneheaded decision. But the CT6 is the first Cadillac that has avoided this. It feels like Cadillac is starting to feel comfortable in this new identity that it has been putting out there since the mid-2000s, a legitimate competitor to the Germans. The CT6 stands out for a number of reasons; excellent driving dynamics, impressive interior, punchy V6, and being quite the value. There are some niggling issues such as a firm ride and questionable materials, but these can and should be addressed down the road. Whether the CT6 can draw people away from the usual suspects remains to be seen.
If Cadillac can take what they have learned from the CT6 and implement them into future models, then we can say something that hasn’t been used in a long time, ‘Standard of the World’.
Disclaimer: Cadillac Provided the CT6, Insurance, and One Tank of Gas
Year: 2017
Make: Cadillac
Model: CT6
Trim: Platinum
Engine: Twin-Turbo 3.0L DI DOHC with VVT V6
Driveline: Eight-Speed Automatic, All-Wheel Drive
Horsepower @ RPM: 404 @ 5,700
Torque @ RPM: 400 @ 2,500 - 5,100
Fuel Economy: City/Highway/Combined - 18/26/21
Curb Weight: 4,085 lbs
Location of Manufacture: Detroit, MI
Base Price: $87,495
As Tested Price: $91,580 (Includes $995.00 Destination Charge)
Options:
20" Midnight Silver Wheels - $2,095.00
Crystal White Tricoat - $500.00
Spoiler Kit - $495.00
View full article

The long-delayed Cadillac Super Cruise system will be arriving as an option for the 2018 CT6 this fall. Described as "the industry’s first true hands-free driving technology for the highway,"(Tesla would argue otherwise) Super Cruise combines the driver assistance features currently on the CT6, along with a driver attention system and LiDAR-based mapping data.
Unlike other systems that monitor forces on the steering wheel to see if the driver is paying attention, Super Cruise uses a camera mounted on the steering column to monitor a driver's head position and movement. If it detects the driver has turned their head away from the road, the system will issue an alert to have the driver bring their eyes back to the road via a light bar on the steering wheel and then the safety alert system. If the driver fails to do this, Super Cruise will bring the car to a stop and call OnStar “if necessary.”
As for the "LiDAR-based mapping data", this scan of limited-access highways in the U.S. and Canada is paired with an improved GPS system, real-time cameras, and sensors to determine whether or not the system can come on, along with keeping the vehicle on the road.
“American drivers travel twice as many miles on urban and suburban highways as they do on rural roads. Super Cruise™ allows hands-free driving and operates only within the environment where it has the most benefit. While it is technically possible for the technology to drive hands-free on other kinds of streets and roads, we feel strongly that this targeted approach is the best to build consumer and regulatory confidence and enthusiasm for advanced mobility,” said Barry Walkup, chief engineer for the system.
Source: Cadillac
Press Release is on Page 2
View full article

The long-delayed Cadillac Super Cruise system will be arriving as an option for the 2018 CT6 this fall. Described as "the industry’s first true hands-free driving technology for the highway,"(Tesla would argue otherwise) Super Cruise combines the driver assistance features currently on the CT6, along with a driver attention system and LiDAR-based mapping data.
Unlike other systems that monitor forces on the steering wheel to see if the driver is paying attention, Super Cruise uses a camera mounted on the steering column to monitor a driver's head position and movement. If it detects the driver has turned their head away from the road, the system will issue an alert to have the driver bring their eyes back to the road via a light bar on the steering wheel and then the safety alert system. If the driver fails to do this, Super Cruise will bring the car to a stop and call OnStar “if necessary.”
As for the "LiDAR-based mapping data", this scan of limited-access highways in the U.S. and Canada is paired with an improved GPS system, real-time cameras, and sensors to determine whether or not the system can come on, along with keeping the vehicle on the road.
“American drivers travel twice as many miles on urban and suburban highways as they do on rural roads. Super Cruise™ allows hands-free driving and operates only within the environment where it has the most benefit. While it is technically possible for the technology to drive hands-free on other kinds of streets and roads, we feel strongly that this targeted approach is the best to build consumer and regulatory confidence and enthusiasm for advanced mobility,” said Barry Walkup, chief engineer for the system.
Source: Cadillac
Press Release is on Page 2

I was thoroughly surprised when I came to read this and read the results and I think it is the best looking of the group and it sounds like it(and all new Cadillacs) have been nailing the driving portion of the car. But a major bummer on the interior and yet again CUE. How long will it take them to sort that out??? It looks like Cadillac was going for "value for size". rather than just being the best and that's disappointing.
CT6 vs E300 vs S90
Here's the intro but you can read the full comparison at the above link.
" Large luxury cars used to be powered by throaty, grumbling eight-cylinder engines. Cadillac had its old Northstar V-8s, Mercedes-Benz a 4.3-liter, and Volvo a 4.4-liter V-8 in the mid-priced offerings. But downsizing is all the rage these days, and all three of those manufacturers’ new mid-priced offerings are powered by diminutive 2.0-liter four-cylinder engines. Our testing suggests that you might not miss those extra cylinders.
The segment stalwarts are the ones leading the downsizing charge. The 2017 Mercedes-Benz E300 Sport is the German automaker’s bread-and-butter mid-priced midsize sedan. Starting at around $50K and selling well-equipped for nearly 70 large, the E-Class targets the heart of the luxury sedan market with semi-autonomous driving technology, baby S-Class luxury, and a four-cylinder engine cranking out a respectable 241 hp.
Cadillac has historically been synonymous with big engines. It sold high-tech V-16 engines through the middle of the Great Depression and has been known for its high-power V-8s since the ’60s. Yet its stunning don’t-call-it-a-flagship 2017 Cadillac CT6 2.0T Luxury offers an engine with a quarter of the cylinders of its V-16 cars, a tried-and-true 2.0-liter turbocharged I-4 making a stout 265 hp.
You can always count on the Swedes to be just a little bit different. Although the 2017 Volvo S90 T6 AWD Inscription makes just as much of a visual impression as the Caddy and Merc, it differs ever so slightly under the hood. Yes, it too has a 2.0-liter four-banger, but the S90’s is twin-charged, featuring both a supercharger and a turbocharger. The end result is a potent little engine making 316 hp. That’s V-8 territory.
So are these small-engined thoroughbreds engaging to drive? Can they deliver flagship luxury?"

Earlier this month, Cadillac revealed the CT6 and XT5 in Berlin ahead of their official European launch in September. At the present moment, the brand will be selling the vehicles through 45 dealers in 12 countries. Speaking with Autocar, Cadillac Europe’s head of product management Barnabas Vincze says they plan on doubling that by 2020 as part of a plan to achieve “organic growth” rather than going after volume. This shows in the sales goal as Cadillac wants to boost sales from about 550 vehicles last year to around 900-1000.
For the time being, the CT6 and XT5 will be equipped only with gas engines. Down the road, Vincze says “all types of different powertrains were on the table as options” in the future, and the brand was “looking at them all now. For now, we bring high-performance petrols to market.”
Also, Cadillac will be adding more crossovers to their European lineup. These include a model sitting between the XT5 and Escalade, and two small crossovers.
“Crossovers will be key to us,” said Vincze.
Source: Autocar
View full article

Earlier this month, Cadillac revealed the CT6 and XT5 in Berlin ahead of their official European launch in September. At the present moment, the brand will be selling the vehicles through 45 dealers in 12 countries. Speaking with Autocar, Cadillac Europe’s head of product management Barnabas Vincze says they plan on doubling that by 2020 as part of a plan to achieve “organic growth” rather than going after volume. This shows in the sales goal as Cadillac wants to boost sales from about 550 vehicles last year to around 900-1000.
For the time being, the CT6 and XT5 will be equipped only with gas engines. Down the road, Vincze says “all types of different powertrains were on the table as options” in the future, and the brand was “looking at them all now. For now, we bring high-performance petrols to market.”
Also, Cadillac will be adding more crossovers to their European lineup. These include a model sitting between the XT5 and Escalade, and two small crossovers.
“Crossovers will be key to us,” said Vincze.
Source: Autocar

G. David Felt
Staff Writer Alternative Energy - www.CheersandGears.com
My CT6 & XT5 Personal Experience
So this is my experience after spending 1hr, 30 min with both a brand new XT5 and CT6 from Doug's Cadillac in North Seattle. This is my home dealership and they have always taken care of me.
We finally have gotten the new CT6 and XT5 into the Greater Seattle area. Brad my sales rep called me up thursday afternoon to inform me they had 3 of the CT6 and 3 of the XT5 that got delivered that day and would be ready for driving friday. I called my parents and wife to see if they wanted to go check them out and of course they did. So at 2pm friday afternoon, my work day done, I headed out to be picked up by the wife and my parents and drive to the dealership. I can honestly say we were all excited to see these auto's in person.
The CT6 was available in the following colors, black, white and granite. The XT5 was in black, white and red.
While my parents and wife went over to compare and check out the XT5 which was backed up against an identical SRX.
I started with the CT6.
First off and this is directed at SMK and others that have questioned Cadillac and the CT6, before you go and continue to make comments and embarass yourself, you need to go to cadillac and check this auto out for yourself. I can honestly say that Cadillac beat MB E-Class on the interior quality. The over all design both inside and outside is personal and you have the right to like the design language of MB over cadillac. Yet before you say the car cannot compete or is poor quality, moving the goal post or anything else, check the auto out as I now wish I had taken photo's of the 1 year old MB E-Class they had in the used section as it paled in comparison to this car.
The CT6 was super quiet on the road, and in fact I was looking at the gauges to see what the response was of the auto due to how quiet it was. The one thing that popped into my mind was my grandfather and his love of Cadillac and how he always owned a Brougham till his death. I loved the extensive back seat room in his cars and the CT6 did not let me down. With the front seat set for me, I could get in the back and still had about 12 inches of room from my knees to the back of the seat. For a 6'6" tall guy, this was impressive to me and my family as everyone was really surprised with the interior room. Handling was tight, solid and the auto never gave any sign that it was under load and could go with a more powerful engine. Yes this had the V6, but still it moved. I loved the soft squishy leather dash with the real wood and carbon fiber accents. It was classy and yet still said modern. Tactile feel of the buttons what few there was, was very impressive and solid to the feel. I fell in love with the touch pad in controlling the interface. This needs to be standard on all auto's, it was very intuitive and I had very positive feedback of getting right into the various options.
Having been in the BMW and MB auto's, I felt it was a tie between them for what I could naturally figure out on my own and the frustration with the buried levels of interfaces to find stuff. Cadillac was very intuitive from the start and I was able to find everything fast and easy. With that said and comparing it to the used MB and BMW on the lot, going from one to another you will still need some help from the sales person on either MB and BMW and yet I think while the customer service is nice to have a quick training on the new CUE system, my gut tells me that most people can figure it out without ever having their hand held. My Mom and Dad are perfect example of baby boomers who tech scares them and yet both found this easy to use. I really loved the customizable interface of the dash.
With my quick spin around the block done and due to others showing up to test drive the CT6, I moved onto the XT5.
As you can see from the pictures, my dad was outside and my mom was inside with Brad going over the interface and the auto. I chose to do a comparison of the outsides and realized that the 2nd gen SRX was very much geared more for the ladies. Even my wife said it was a more feminine looking auto compared to the more masculine XT5. While I was comparing the outsides, the regional Cadillac district manager stopped and asked me how I liked the new XT5. I told him I loved it and was excited for it, but had a question for him. Why not change the SRX to XT3 and continue to sell it for now. He said many dealers had asked that but what they saw at the dealer meeting blew them away and he said a clean cut with a short period of time before the new XT3 is shown and goes into production is the right move as customers like us will be very happy with what they are working on.
This left me very excited for the near future of where Cadillac is going. I really hope that Cadillac does deliver on 110% on the new XT3 that is coming.
Back to the XT5, Many of us have already seen under the hood of the SRX and know that Cadillac like everyone else has always had the V6 engine and even the 4 bangers in the ATS and CTS well covers and clean looking. I have to say I was a bit surprised and disappointed in the engine bay of the XT5.
I actually feel that some type of cover is missing from this engine bay and that I should not be seeing this mess. This was my first and last disappointment with the XT5. In the lower left hand corner is the Horn next to the oil fill tube for the DEXOS 5W-30 oil. The rest I think is pretty clear for everyone to figure out what is what. The horn was surprising as it is small but is still very loud and bassy, not a high pitch tin can beep. I will say that Cadillac has fixed their injector noise issue as even with the hood up, I could not hear them.
The engine was super quiet and on the road showed just how silky soft yet powerful it was. Very impressed with this V6 over the existing V6 in my 2008 SRX. Since as you all can see it is longitudinal, it does confirm that this is FWD based and yet with that came the other surprise a button on the center console that allowed you to turn off the AWD system so you can run it in FWD only and get much better MPG. This is a change from the 2016 SRX4 that is full time AWD. This option is a nice to have as many can buy and still get better MPG driving in FWD most of the time and then use the AWD when winter comes or if you do a road trip to colder climates and need better traction.
Moving onto the inside as my parents took the black XT5 out for a spin, I was pleasantly pleased with the dash.
Over all it is customizable just like the CT6 but had a clear different layout. I actually liked the speedo in the center compared to the right side in the CT6. Also being much bigger and taller I liked having the air vents on top rather than on the bottom.
The CUE system and dash controls were the same and worked just fine for me. What was interesting was the different shifters. You had a much more tradition one in the CT6 with just forward or back on the auto shifter to go into gear for drive, reverse and yet on the XT5 you had more of a joystick style of shifter. Once Brad pointed out I had to not only step on the brake but also press the button on the left side of the shifter you just moved the shifter back into D for drive, a second time goes into manual mode. For reverse while pressing the brake pedal down and pressing the button on the left side of the shifter you move it forward and to the left. Be in reverse or drive, one thing I loved was the top button on the shifter or joystick that you pushed that had a P on it and it auto puts into park the transmission. I can honestly say I really liked the new shifter in the XT5.
Comfort of the seats, WOW, my wife, parents and I have always enjoyed taking my 2006 ESV Platinum Escalade on road trips and the comfort of the seats for long drives. The XT5 just showed me why I need to wait for the update to the escalade, these newer much slimmer seats are really comfortable. No one would have a problem going on a long road trip in this CUV.
Interior noise on the road, this again was a pleasant surprise as I expected the CT6 to be dead quiet, I was not expecting the XT5 to also be dead quiet. Not sure if Cadillac is using the Buick quiet steel technology or not, but they nailed it for a very quiet lovely ride with no wind noise, road noise or other auto noise intruding into the inside.
Fit and Finish is first rate on both auto's, the interior room is just splendid. Room in the back as well as the front is so much more than in the SRX. SRX drivers side even with the seat all the way back, my long legged mom could still reach the pedals. In the XT5 and CT6, with the seats all the way back, she could not reach the pedals. This just continued to confirm that big people in the back seats of either auto will have plenty of room.
Not sure what kind of fans Cadillac is using now in their auto's but the one thing that surprised me was how quiet they were even on high with AC. You had a pleasant stream of cool air with no fan noise. Radio once turned on showed the quality BOSE stereo system that both auto's have and how great they are.
Over all I have to say that Cadillac hit the ball out of the ball park on both the CT6 and XT5 and BMW and MB needs to pay attention as these two auto's clearly are a big big step up from their equal in both product lines.
Got question, just ask.

It has been awhile since we have heard anything on Cadillac's powertrain plans. But CEO Johan de Nysschen was in a talkative mood about it and Car and Driver was there to catch it.
First is a V8 coming the CT6. The V8 will be a 4.2L and feature twin-turbos. This engine isn't based on GM's small-block architecture. The 4.2L displacement is interesting as competitors - mostly Germans - only go up to 4.0L to avoid Chinese taxes on high-displacement engines. Cadillac doesn't expect to sell many CT6s equipped with V8 in China, focusing more on the Plug-In Hybrid version for the market.
Power is expected to be “in the upper 400s,” de Nysschen said. Car and Driver speculates this engine will only be available on the Platinum trim.
de Nysschen also talked about the luxury brand's plan for diesel engines. We reported last May that Cadillac was working on a new four and six-cylinder diesel engines that were being built with Europe in mind, but there was a chance of them being offered in the U.S. A few months later, the Volkswagen diesel emission crisis broke out.
“We pulled that trigger before the current dilemma,” said de Nysschen about the future of Cadillac's diesel plans.
“If you have gone that far in a program, you might as well carry it through.”
de Nysschen's comments echo commitments made by other automakers. Audi and BMW have said they will stick with diesel, and Land Rover has just introduced a diesel option for the Range Rover and Range Rover Sport.
Source: Car and Driver, 2